Aircraft door detector/warning device

ABSTRACT

Disclosed is an electromechanical system for minimizing passenger door contact with the Passenger Loading Bridge (PLB) floor and subsequent damage to said door, during passenger loading or off loading. The system, as configured at the Cab entry, senses the proximity of the aircraft door by contacting a sensing pad, attached to the PLB floor. This initiates a sequence of events. 1) Both visual and auditory alarms are initiated to alert the passenger loading agents and/or the bridge operator of a fault. 2) The PLB is moved down and away from the door sufficiently to prevent the PLB floor from coming in contact with the door. The loading agents or PLB operator can then perform the necessary steps to reset the device and continue loading.

CROSS-REFERENCE TO RELATED APPLICATION

Not Applicable

FEDERALLY SPONSORED RESEARCH

Not Applicable

SEQUENCE LISTING OR PROGRAM

Not Applicable

BACKGROUND OF THE INVENTION

1. Field of Invention

This invention relates to passenger loading bridges, which are selfleveling, and a means of preventing the loading bridge floor fromcontacting and damaging the aircraft door during passenger loading andunloading functions.

2. Prior Art

The Airlines have had a problem with aircraft passenger entrance doordamage. The door damage occurs when the door makes contact with thePassenger Loading Bridge (PLB) floor while loading the aircraft. The PLBis equipped with an auto level device that is supposed to keep the floorat a set level in relation to the aircraft. As passengers are boardingor exciting the aircraft, the resulting change in weight causes theaircraft to elevate or lower. Bridge function before apparatus isinstalled: The existing apparatus has an operate circuit that lets youoperate the Horizontal drive, (manually), Vertical drive (manually),Canopy in and out, Cab rotate right and left, Adjustable Cab Floor (ACF)floor up and down. In the Auto level circuit, the arm and wheel areextended out to the aircraft (manually) to detect the aircraft vertical(latitude) position relative to the PLB deck. In the off circuit allfunctions are cancelled. If the operator fails to set the auto level orif the auto level malfunctions, there is no redundant system to protectthe door from making contact with the floor. If this Auto level does notfunction properly or is disengaged, there is nothing to keep the doorfrom being danged by contacting the PLB floor. If the PLB is turned offwith the off button, all actions are cancelled. At this time, there isno indication the floor is making contact with the aircraft door untilit is too late. Consequently, the door is distorted and repair orreplacement is necessary. The cost for this service has been as high as$200,000. This is in addition to the time the aircraft is out of serviceand the time required unloading the aircraft and finding other flightsfor passengers. Other devices to detect door location have to bemanually placed under the door and manually plugged into the wall andonly have two functions. These are used with little success. In mostcases the gate agent is not trained on where to place the device orwhere to plug it into the wall or since it is portable, it may not beavailable for use. Also the gate agent does not have time to figure outthe procedure of such a device

Objects and advantages: Our device is stationary and hard wired to thePLB controls needing no set up. When activated, it sounds two audiblealarms and displays one visual alarm. It retracts and resets the autolevel arm automatically. It drives the PLB down away from the aircraftdoor. If the PLB is turned off with the off button, all functions willoccur except for the vertical down alerting the agent that the aircraftdoor is too close to the PLB door. Our device performs all thesefunctions regardless of which position the selector switch is in (autolevel, off, operate). Our device monitors the integrity of the system2417. A visual alarm alerts the agent that there is a fault in thesystem. This device has been demonstrated for several safety personnelat a major International Airport. They expressed great enthusiasm aboutimplementing this on all the PLBs in their system.

SUMMARY OF THE INVENTION

This device detects an aircraft door before it makes contact with thefloor of a PLB. This detector senses a door when the door and PLB floorare within 1.25 inches of each other thus avoiding any contact andresulting damage. If the PLB is in Auto level when the door detectoractivates, the PLB will vertically drive down 3 inches (away from thedoor) to avoid door damage. The auto level wheel and arm will retractand reset. If the selector switch located on the control console is inthe “Off” position, the door detector will still detect the door at thesame distance as before—still driving the PLB down 3 inches. If theselector switch is in the “Operate” mode, the door detector will detectthe door when it comes within 1.25 inches of the floor. This movement isthe same as if the auto level was functioning properly and activatingthe vertical drive down 3 inches. The door detector, when activated,will set off warning functions simultaneously: an audible signal for 4seconds, a strobe on the PLB deck, an audible signal at the terminal(continuous until reset by “Power On” button at the PLB controlconsole), the vertical drive down contactor, which runs the PLB downthrough a set of contacts and motor or motors, and the retract andextend actuator for the auto level. If the hi-voltage power has beenturned off by the “Off” button on the control console, all alarms andauto level operations will operate accordingly. The PLB will not movevertically down away from the aircraft door. This device is unique. Thedevice configuration is independent of the type or model of aircraft.There is no requirement for the sensing device to be manually placedunder the door for each operation or an electrical connection to bemade. This detection device is hardwired to the controls of the PLB.After being activated, it performs several functions automatically,adjusting the PLB level ensuring the door is out of harm's way. If theoperator changes the level of the ACF floor, and inadvertently raisesthe floor closer to the door. There is no redundant system to keep thedoor from making contact with the floor. If the operator swings the dooropen to greet passengers, and the door is less than 2″ from the floor,there is no protection to keep the door from making contact with thefloor. (The auto level needs an 1½″ of movement before it will make anelevation correction). The canopy function is not critical

DRAWINGS

FIG. 1 Cross section view of sensing pad

FIG. 2 Existing PLB installation as currently configured

FIG. 3 PLB installation with Aircraft Door Detector/Warning Device inplace

FIG. 4 Operational view of Control Console and Panel

FIG. 5 Schematics (See following page)

AIRCRAFT DOOR DETECTOR/WANING DEVICE SEQUENCE OF OPERATION

1 The sensing pad is depressed more than ½″ sending a signal to 2 thecontrol module (which is constantly monitoring the integrity of thesensing pad) which closes a set of contacts 3 initiating 4 TDR and 5 TDR2 and energizing an audible alarm 4 TDR times out and 6 contacts closeactivating 7 LR1 and 10 VDC and 9 ALR and closing 11 a set of contactspassing through a set of contacts 12 and activating 13 down contactor 9ALR switches contacts 18, 19, 20 20 opens interrupting power to the autolevel motor extend 19 opens interrupting power to the auto level retract18 closes letting power from 6 energize the auto level motor to retractafter 4 TDR has timed out contacts 11, 18, 19, 20 change back to theiroriginal state 10 VDC opens 17 contact 7 LR1 is energized closingcontacts 14 energizing a red strobe light and advances a counter 7 LR1stays latched until 22 or 23 reset buttons are depressed closing thecontacts energizing LR2 opening 14 contact and 21 contact this operationputs all circuits back to their normal state if the sensing pad isdepressed for more than 5 seconds 5 TDR2 is able to time out and 24contact is closed energizing an amber light indicating a fault in thesystem or something is setting on the sensing pad. When 23 power onreset is closed the LR unlatch opens causing the Issacs transmitter tosend a message to the remote 12 volt buzzer 27 silencing the buzzer.

DETAILED DESCRIPTION Preferred Embodiment

Electro-mechanical motion sensing: The preferred embodiment uses a22″×36″×2″ vinyl enclosed open cell foam insert with two aluminum foilsheets separated by a piece of perforated foam. When the sensing deviceis compressed ½″, the foil sheets touch each other completing anelectrical circuit. Refer to FIG. 1 for a cross-sectional view of thesensing device. Another method is a limit switch that lies on its side.A flexible rod or arm extends beyond the switch staying parallel withthe switch. When the flexible rod or arm is deflected, a set of contactsin the switch close completing an electrical circuit. One more method isa laser beam. While activated, anything interrupting the beam will causea set of contacts to close completing an electrical circuit.

Positive stops: This device will stop after performing one cycle(determined by bridge type). Existing bridge limits are not affected. Ifthe bridge down limits (solid state or mechanical) are activated, thisdevice will not override the vertical limits.

Automatic reset: After actuation of the sensing device, the floor lowersaway from the door. The auto level arm (if in the auto level selection)will retract automatically and extend automatically, resting against theaircraft fuselage. If the sensing device is activated for a durationlonger than 6 seconds, a second relay is activated, automaticallyputting the unit into a fault mode. This fault will activate a visualwarning device, to advise gate agents that there is a problem Once thefault is removed, the system is automatically placed into a ready mode.

Redundant warning system: When this system is actuated a buzzer soundsfor approximately 4 seconds, a strobe light illuminates until the systemhas been manually reset, and a second buzzer at the rotunda sounds untilthe system has been manually reset.

Operator training: After each installation a training session will beheld for all gate agents and operator personnel. This will acquaint theoperators with unique situations answering any procedural questions, the“what ifs” and the “how tos”.

Placement of sensing device: The sensing pad or sensing device needs tobe positioned so that the door or object being protected is directlyabove it. This is why a pad is used in this application. It covers alarge area sensing the door at any angle from 90 degrees to 180 degreeswithout being repositioned for every flight.

Method of attachment: The sensing device may be attached to the PLBfloor by various ways. One method is Velcro® hook and loop fastened tothe sensing edge and to the floor. This would make it any easy removalfor replacement or aircraft maintenance. Attachment around the perimeterof the sensor via screws is not recommended for fear of damage to aheating element in the floor if equipped. The method currently used isto screw down the 1″ flap that forms the perimeter of the sensing deviceto a steel member that spans the width of the cab entry.

Not aircraft specific: This device will adapt to any aircraft, any dooropening. Boeing 707, 720, 727, 737, 747, 757, 777, 717, DC 9, MD 80, MD90 series, Airbus 318, 319, 320, 340, CRJ, ERU, IL series, and TUseries.

Not bridge specific: This device can be fitted to any loading bridgestyle or make, as long as there is a hard surface under the sensingdevice. This device can be installed on any loading bridge eitherpresently manufactured or designs that are no longer manufactured,including designs of fixed, apron, radial, elevated, electric overhydraulic, electric over mechanical.

Operation not dependent on selector switch mode: All PLBs have some typeof selector switch to give the operator a choice of functions for bridgeoperation. Most have auto level, off, and operate. This device willfunction properly in any of these modes. The auto level circuit isintended to keep the floor or the passenger loading bridge and theaircraft passenger door threshold at the same relative position to eachother during loading and unloading or fueling. The off circuit shutsdown all motion circuits: Vertical drive, Horizontal drive, Canopy inand out, Cab rotate, Auto level, ACF floor.

No alterations are necessary to existing apparatus: The installation ofthis device does not make it necessary to revise any structural membersor eliminate any fire barriers.

Does not interfere with existing operation: This device is independentof the existing PLB or apparatus and its electrical circuitry. If hisunit becomes defective in any way, the PLB or apparatus will functionnormally.

Function is independent of floor slope: This device will work whetherthe slope of the bridge or floor is negative or positive off thehorizontal place.

Operation

The door detector is a device, which keeps the aircraft door from makingcontact with the floor of a Passenger Loading Bridge (PLB). This deviceis not something that has to be placed under the door of each individualflight or plugged in. The door detector is hardwired to the controls ofthe loading bridge. If the door compresses the sensing surface to within1.25″ of the existing floor, a series of events will take place. Thebridge vertical drive will be activated in the down direction for 4seconds moving the floor away from the door. At the same time an audiblewarning signal or buzzer sounds for 4 seconds. A strobe will illuminateand an audible signal or buzzer sounds at the terminal. These twodevices will stay on until a gate agent cancels them by pushing the“power on” button at the control console on the PLB. If the selectorswitch at the control console is in the auto level mode while the bridgeis lowering itself, the auto level wheel and arm will retract and resetagainst the aircraft. If the selector switch is on the “off mode”, thebridge will lower, the buzzers will sound, and the strobe willilluminate until the gate agent cancels them by pushing the “power on”button. At that time, the gate agent should set the auto level. If theselector switch is in the “operate mode”, all the functions justdescribed will occur. If for any reason the door detector goes into afault situation, there are indicator lights to alert the gate agent sothat a technician can be contacted for immediate repair. This device isElectrical Testing Laboratory (ETL) listed. The cost of repairing orreplacing a L1 door, fight delays, safety, security, and the cost andemotional considerations of off-loading passengers and makingarrangements for other fights will be a thing of the past.

1-4. (canceled)
 5. An aircraft system for loading and/or unloading anaircraft, comprising: an aircraft loading device having anupwardly-facing floor surface, the loading device being movable relativeto an aircraft door; a loading device controller operatively coupled tothe loading device to control motion of the loading device, the loadingdevice controller having an operate mode in which motion of the loadingdevice is enabled, and an off mode in which motion of the loading deviceis disabled; a door detecting device positioned proximate to the floorsurface, the door detecting device being changeable between a firststate in which the aircraft door is detected and a second state in whichthe aircraft door is not detected; and a detecting device controlleroperatively coupled to the door detecting device and the loading devicecontroller to direct motion of the loading device based at least in partupon a signal from the door detector, independent of whether the loadingdevice controller is in the operate mode or the off mode.
 6. The systemof claim 5 wherein: the door detecting device includes apressure-sensitive pad fixedly attached relative to the floor surface;the detecting device controller is operatively coupled to the doordetecting device and the loading device controller to direct downwardmotion of the loading device when the door detecting device is in thesecond state; and at least a portion of the pressure-sensitive pad ispositioned on the floor to be at least partially between the floorsurface and an open aircraft door.
 7. The system of claim 5 wherein thedoor detecting device controller is hardwired to the door detectingdevice and the loading device controller.
 8. The system of claim 5wherein the door detecting device is releasably attached to the floorsurface.
 9. The system of claim 5 wherein the door detecting deviceincludes two conductive sheets separated by a compressible material. 10.The system of claim 5 wherein the door detecting device includes twoconductive sheets separated by a compressible foam.
 11. The system ofclaim 5, further comprising an alarm operatively coupled to the doordetecting device and carried by the aircraft loading device.
 12. Thesystem of claim 5 wherein the aircraft loading device includes apassenger loading bridge.
 13. The system of claim 12 wherein thepassenger loading bridge is connected to an airport terminal, andwherein the system further comprises an alarm operatively coupled to thedetecting device and positioned in the terminal.
 14. An aircraft systemfor loading and/or unloading aircraft passengers, comprising: apassenger loading bridge having a movable section that is positionablerelative to an aircraft door; a bridge controller carried by the loadingbridge and operatively coupled to the loading bridge to control motionof the loading bridge, the bridge controller having an operate mode inwhich motion of the passenger loading bridge is enabled, an off mode inwhich motion of the passenger loading bridge is disabled, and anautolevel mode in which the motion of the passenger loading bridgeautomatically adjusts to vertical motion of the aircraft; a doordetecting device carried by the loading bridge, the door detectingdevice having a first state in which the aircraft door is detected and asecond state in which the aircraft door is not detected; and a detectingdevice controller operatively coupled to the door detecting device andthe bridge controller to direct motion of the bridge based at least inpart upon a signal from the door detecting device, the device controllerhaving instructions directing the motion of the bridge whether thebridge is in the operate mode, the off mode or the autolevel mode. 15.The system of claim 14 wherein the detecting device controller ishardwired to the door detecting device and the bridge controller. 16.The system of claim 14 wherein the door detecting device includes twoconductive sheets separated by a compressible foam.
 17. A method forinstalling an aircraft door detecting device, comprising: positioning adoor detecting device at an upwardly-facing floor surface of an aircraftloading device, the aircraft loading device being movable relative to anaircraft door and being controlled by a loading device controller havingan operate mode in which motion of the loading device is enabled, and anoff mode in which motion of the loading device is disabled, wherein doordetection by the door detecting device is communicated to a detectingdevice controller; and connecting the detecting device controller to theloading device controller to enable the detecting device controller tocontrol motion of the loading device based at least in part upon asignal from the door detecting device, independent of whether theloading device controller is in the operate mode or the off mode. 18.The method of claim 17, further comprising fixedly attaching the doordetecting device relative to the floor surface.
 19. The method of claim17, further comprising releasably attaching the door detecting devicerelative to the floor surface.
 20. The method of claim 17 whereinpositioning a door detecting device at an upwardly-facing floor surfaceof an aircraft loading device includes positioning the door detectingdevice at an upwardly-facing surface of a passenger loading bridge, andwherein connecting the detecting device controller includes hardwiringthe detecting device controller.
 21. The method of claim 20 wherein theloading device controller has an autolevel mode in which the motion ofthe passenger loading bridge automatically adjusts to vertical motion ofthe aircraft door, and wherein connecting the detecting devicecontroller to the loading device controller includes enabling thedetecting device controller to control motion of the passenger loadingbridge when the loading device controller is in the autolevel mode. 22.A method for detecting motion of an aircraft door, comprising: directingmotion of an aircraft loading device relative to an aircraft with aloading device controller having an operate mode in which motion of theloading device is enabled, and an off mode in which motion of theloading device is disabled, the loading device having an upwardly-facingfloor surface; opening an aircraft door so that the door extends overthe floor surface; detecting proximity between the aircraft door and thefloor surface with a door detecting device; and automatically directingmotion of the loading device in response a signal from the doordetecting device, independent of whether the loading device controlleris in the operate mode or the off mode.
 23. The method of claim 22wherein automatically directing motion of the loading device includesautomatically directing motion of the loading device via a detectingdevice controller connected between the door detecting device and theloading device controller.
 24. The method of claim 22 wherein directingmotion of an aircraft loading device includes directing motion of apassenger loading bridge.